2010 BMW S1000RR - Finally! The Long-Awaited First Superbike From The First AMA Superbike Champions
From the September, 2009 issue of Motorcyclist
They say: "A new benchmark... read full caption
They say: "A new benchmark in terms of riding dynamics, safety and innovation."
We say: "We waited this long. We can wait a little while longer."Little known fact: Reg Pridmore won the inaugural AMA Superbike Championship on a BMW R90S in 1976. That fact should be more widely known, but kids these days don't much care about history. To them, Pridmore is some old guy who used to race-and that's Reg's son, Jason.
Yes, it's been more than three decades since the Bayerische Motoren Werke has had a presence in Superbike racing, but it's back with the new S1000RR. The all-new inline-four is being campaigned in this year's World Superbike Championship by Alpha Racing with veteran riders Troy Corser and Ruben Xaus.
Engine
This has got to be the most conventional BMW motorcycle engine ever. Unlike the slant-block four that powers the K1300, the S1000RR's cylinders are canted forward just 32 degrees. The crankcase is split horizontally, with the upper case half holding the Nikasil-plated cylinders and 13.0:1-compression pistons. Cylinder dimensions are vastly oversquare at 80 x 49.7mm, making for an extreme bore/stroke ratio of 0.621:1. Titanium intake and exhaust valves are set at shallow angles of 11.2 and 13.3 degrees, respectively, necessitating long, narrow spark plugs to reach the combustion chambers. A reduction gear above the crank drives the double overhead cams via chain, and the cams open the valves via Formula 1-style finger followers-so small they were given to the press as key fobs. The stacked gearbox isn't cassette-type as on the new Aprilia RSV4, but the cable-actuated wet clutch is a slipper, or what BMW terms "anti-hopping." The stainless-steel 4-2-1 exhaust features balance tubes with cable-actuated valves between the #1&4 and #2&3 cylinders, plus twin catalysts within the MotoGP-style muffler. Claimed output is 193 bhp at 13,000 rpm, redline is 14,200. Top speed is given only as "greater than 200 kph (124 mph)." We'd guess 300 kph (186 mph) is more like it.
Electronics
If the S1000RR breaks new ground, it's in electronics. Like the Aprilia RSV4 and Yamaha YZF-R1, it's got a ride-by-wire throttle and variable-length intake tracts. Dubbed E-gas, the former employs push/pull throttle cables to control a computer solenoid, which in turn opens the 48mm throttle butterflies. The latter sees the top 65mm of the torque-producing 175mm-long stacks snap out of the way at 8000 rpm, leaving power-boosting 110mm stacks in their wake. There are three engine maps stock: Rain mode softens throttle response and limits power to 150 bhp; Sport mode gives you full power and better response; and Race mode heightens throttle response. There's also a Slick mode for when you're running race tires at the track, accessible by changing a plug under the seat, after which that mode is also displayed on the dash. Race ABS and Dynamic Traction Control are available options, both switchable on or off. Though the ABS is partially linked, Slick mode disables the rear-wheel sensor so riders can lift the rear wheel under braking or do brake-slides. DTC also includes wheelie control, but Slick mode allows wheelies at less than 20-degree lean angles for up to 5 seconds. Other options include an electronic quick-shifter, plus theft prevention. Add to that cylinder-specific BMW-KP EFI with twin injectors, a CAN-BUS wiring harness, onboard lap timer and programmable shift light, and BMW left no electronic stone unturned.
Chassis
Like its engine, the S1000RR's chassis is utterly conventional, without Duolever, Telelever or Paralever. It's got chain drive even! The aluminum frame is made from just four pieces: the head tube, the twin spars and the swingarm-pivot bridge. Measuring 46mm, the Sachs fork is 3mm larger than the competition for greater stability under braking, which it needs with its dual radial-mount Brembo calipers grasping 320mm rotors. Sachs also provides the shock, which like the fork features 10 clicks of compression and rebound damping, all marked so there's no counting as you turn a screwdriver. Shock spring preload is adjustable via a threaded collar that's easily accessible, and eccentrics allow 10mm of ride-height adjustment. The lengthy, banana-shaped swingarm features extra-long axle slots to vary wheelbase, and the bolt-on subframe allows for easy replacement in the event of a crash. Claimed wet weight for the bike is 450 pounds (455 lbs. with ABS).
Bodywork
Asymmetry is the theme, with both sides of the bike looking distinctly different. The right-side fairing features a trio of shark gills while the left has a single large cooling hole. The headlights are mismatched too, with a conventional trapezoidal-shaped lamp on the left side of the V-shaped air inlet and a round projector beam on the right. Arrowheads on each side cowl point to the BMW logo, while the twin tips on the lower cowling and above the clear LED taillight are subtly carried through to the subfender and chain guard. The passenger seat is tiny; no fruleins here! The bike is available in four colors, with the swingarm painted black on some and silver on the others.
Source Motorcyclist
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